goodwin



(No Model.) 2 Sheetsr-She et 1.

W. F. GOODWIN.

ROTARY VALVE.

No. 278,790. Patented June 5,1883.

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(No Model.) 2 Sheets-Sheet 2.

W. P. GOODWIN.

ROTARY VALVE.

No. 278,790. Patented June 5,1883.

Witnesses. w W

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UNITED STATES WILLIAM FARR GOODWIN, OF SIELTON, INEVV JERSEY.

PATENT OFFICE.

ROTARY VALVE.

SPECIFICATION forming part of Letters Patent No. 273,790, dated June 5, 1883.

Application filed July 26, 1882. (No modelf To all whom it may concern.-

- Middlesex and State of New Be it known that I, WILLIAM FARR Goon- WIN, of the town of Stelton, in the county of Jersey, have invented certain new and useful improvements in oscillating valves for steam-engines in which the induction and eduction valves are operated independently of each other, and more especially for such as that patented by me, patent dated June 7, 1881, and numbered 246,446, to

which latter I will hereinafter refer for comparison; and my improvements have for their objects the thorough lubrication of the valves without waste of oil or other unguent matter, and to provide a means for the valve to lift from its seat to admit the escape of water from the cylinder in case the water in the cylinder should be caught between the closed valve and the advancing piston to avoid damage by breaking, which might happen if no provision were made for the escape of water with such valves; and the following is a full, clear, and comprehensive description of my improvements, ref erence being had to the accompanying two sheets of drawings, in which- Figure l is a sectional view of the front head of a cylinder, showing my improved valves and the ports and passages in the cylinder-head leading to and from the-cylinder-valves, also showing the form of the valve and valve-chamber, and the means provided to conduct and retain the steam-pressure and the oil or unguent matter to the back of the valve or valves in my improved engine, the section being taken on one side of the piston-rod on line B, Sheet 2. Fig. 2 is a similar sectional view of the other or opposite head ofthe cylinder, showing modifications of my improved valves. Fig. 3 is a similar view of the valves V of Fig. 2 or V of Fig. 1, showing the open passage P, through which steam passes to or from theinterior of the cylinder if those forms of valves are used. Fig. 4 is a similar view of valve V", shown in section in Fig. 1, used only for the induction-valve, the port-passage P being'enlarged and made of larger area for the purpose of counterbalancing the large area of the back of the valve, upon which latter the steam presses to hold the valve steam-tight upon its seat. Fig. 5 is a longitudinal sectional view on line G, Fig. 6, of the valve V, shown in enforcing the ends of the valves with bands Q V and filling the top of the rock-shaft recess with the strengthening-piece R, if desirable, in large valves. Fig. 6 is an end view of the valve V with its rock-shaft K; Fig. 7 is a section of the same through line A of Fig. 5.

Similar letters of reference indicate similar parts in the several figures.

' I will first describe the objects and nature of my invention, and then its mode of construction and operation.

In my improved steam-engine patented June 7, 1881, above referred to, I have thoroughly provided against waste of steam in the manner set forth in the said patent. In my said patent I also provided a means for lubricating the valves by extending the ends of the latter so as to form journals, the bearings of which, corresponding to the seat of the valve and being constantly supplied with oil, serve to ease the movement of the valve, and the oil, working from the ends or journal-bearings of the said valves onto the seats-of the latter, serves to lu-v bricate the said 'alve-seat for the induction valve, while in the exhaust-valves of the four valve engine shown in Figs. 1, 2, and 3 of my said patent the oil is retained upon the backs of the exhaust-valves in like manner as shown in Fig. 1, valve V", of this my present improvement, the kind of engine in which my present improvement is designed to be used. The advantage of locating the valves in the heads of the cylinder and all the improvements relating to the valves patented in the said patent being fully and comprehensively described and illus trated in my aforesaid patent, therefore I will not repeat its description, but will simply refer to the specification and drawings of the said patent in my description of the difference between the improvements therein patented and those now sought to be patented and de scribed in this my present specification. In

my Patent No. 242,446 the steam from the indnction-passage B surrounds the exhaust-valve 2- aveneo V, to hold the latter improvement the live steam passes to the back of the induction-valves V and V'through a separate passage, F, for the purpose of holding he valve upon its seat. I11 my said patent the induction -valve has one bridge, which rests upon the seat of thevalve-chamber, and admits steam into the cylinder by moving off the port P, which leads from thevalve-chamber into the cylinder, and closes the same port by moving back over the latter, leaving the passage which admits the steam to the valve-chamber constantly open, while the induction-valve of this improvement has two bridges or seats, similar to the exhaustvalves of my said patent, which inclose both of the passages into and out of the valvechamber. Hence my first object in maka ing this improvement is to insure as thorough lubrication .without waste to the inductionvalves of my improved engine as is attained in the exhaust-valves of the said patent by using the same kind of valve in both cases; and my second obj ect is to balance the induction-valves,

as nearly as is desirable, to insure steam-tight joints, by nearly equalizing the area ofthe pressuresurface upon both the inside and outside of the valve; and my third object is to provide a means for the valves to lift from their seats to permit water to escape; and my fourth object is to provide an exhaust-valve in said improved engine which will be held upon its seat steam-tight by the varying pressure of the expanding steam in the cylinder, with very little waste, the steam-space around the valve being; very small, and the outward pressure beingonly equal to the area of the exit-port which leads outward from the valve-chamber.

The nature of my invention consists in the peculiar construction and arrangement of the mechanism and form of the valves, their seats and chambers, and the passages by which steam and oil are conducted to the back of the valves, and the cranked rock-shaft and recessed valve by means of which the valve is permitted to lift from its seat, and the combined. construction and arrangement of the induction-valves and steam passages in such manner that the steam passes into the'cylinder under the valve in like manner as it passes out of the cylinder under the exhaust-valve, and the. pressure of steam which holds the valves steam-tight upon their seats remains constant behindthe valves, and does not pass into or out of the cylinder, and the oil remains in the valve-chamber behind the valve until used without being carried into and through the cylinder by passing steam or otherwise wasted.

By referring particularly to the Figs. 1, 2, 4:,

- 5, and 5 of the drawings of my said patent, and

to the several; figures of the drawings of this specification, and making a careful comparison of the nature, construction, and arrangement of the valves and their appurtenances, and the objects sought to be attained in both cases, the nature and importance of this my improvement will be easily understood.

In {Fig l of the drawings of this specificaupon its seat, while in this to good advantage as more wasteful valves.

lating-valve engine the four valves are located tion steam is admitted to the backs of both the induction and the exhaust valves through the passage F, leading from the top of the cylinderhead down to the exhaust-valve, and a passage, F, leading from the passage F to the valve-chamber behind the inductionyalve admits steam-pressureto the latter to press the valve steam-tight upon itsseat. Oil is also admitted to the valve-chambers through the said passages F and F. The bridges of the induction-valves straddle and inclose both the port-passages E and I through which steam passes into and out of the valve-chamber in its course into the cylinder, the bridges of the induction-valve being wide apart for the purpose of affording a large area of pressure-surface to-counterbalance thepressure upon the large surface on the back of the valve. This valve is more economically lubricated and balanced, and less steam wasted thereby than by the common oscillating valves, which are used compared with other In the common oscil-- on the sides of the cylinder near the ends thereof, and the four superfluous steam-spaces in the steam-passages outside of the piston-space are very considerable, and contain a large number of cubic inches of steam, which latter. occupies the said superfluous spaces at cylinder-pressure during the stroke of the piston, and the valves of the said common oscillatingvalve engine, being surrounded by steam, can only be lubricated by the oil mingling with the steam. The pressure upon the inductionvalves of the common oscillatingvalve engine varies as the pressure in the cylinder varies, and is nearly equal at the end of each stroke to boiler-pressure over the area of the inlet-port. Thus it is obvious that there is an excess of pressure and consequent friction and wear with the induction-valves of the common oscillating-valve engine which is not found in my improved balanced induction-valves, in which latter the induction-valves are always balanced by the live steam pressure upon both sides of the valve at the same time, with the necessary preponderance to hold the valves upon their seats and with no waste of steam whatever, there being no unnecessary space be tween the valve and piston at the end of the stroke of the latter. The piston-ridges, protrud ing through the thickness of the cylinder-head toward the valve, fill the ports and continue to occupy that amount of space in the cylinder.

Hence there is no waste of steam or unnecessary pressure or wear upon the inductionvalves. The exhaust-valves of the common oscillating-valve engine are wasteful of steam exhaust-spaces between the valves and the piston-space, and in addition to that it also enters and occupies the space in the valve through which the steam passes out of the cylinder. The waste thus occasioned by leaving open so large a space in the valve to be occupied by steam as it enters the cylinder at boiler-pressure outside of the piston-space, according to facts demonstrated by the common oscillatingvalve engine as compared with other more wasteful engines, is very great, while in my improved engine there is no superfluous spaces outside of the piston-space, and consequently there is no wasteof steam from such cause as found in the common oscillating-valve and other engines. My improved valves, being located in the heads of the cylinder, occupy all the superfluous space between the valves and piston; and the advantages can be ascertained by the difference between my improved engine and other engines. In my engine one-eighth of an inch clearance between the piston, cylinder-head, and valves being sufficient to admit the full pressure of steam to the whole area of the piston in ample time to take full effect upon the latter at the proper time, and all superfluous space in excess of this in any steam-e11- gine-is wasteful, and the waste is in proportion to the excess of clearance and superfluous space between the valve and the piston-space as compared with any engine in which there is no excess of superfluous clearance or space, as before explained.

The plan shown in Fig. 1, valve V*, for introducing the live steam to the back of the exhaust-valve V2 is good, and its merit consists in simplicity of construction and thorough lubrication; and while the pressure upon the back of the valve is constant and uniform, and is therefore greater than the varying pressure of the expanding steam upon the back of the exhaust-valve V the greater pressure is largely compensated by the copious and constant supply of oil which is retained upon .the-back of the valve without wasting the latter, the oil causing the valve to move freely on its seat as well as lubricate its journals, and is particuhaving its ported face constantly open to the steam in the main port, of the balancing-recess and independent steam-passage leading thereto, substantially as shown and described.

' 3. In combination with an oscillating valve having a balancing-recess closed to the cylinder-ports, of an independent steam passage leading to the said recess, and an oil-cup opening into said passages, whereby the valve is lubricated and the oil is retained in the recess, substantially as shown and described.

a 4. In combination with an oscillating valve,

the rock-shaft, the valve proper, the independent valve-face, and the spring, whereby the valve-face is permitted to rise and allow the escape of water from the cylinder, substantially as shown and described.

5. In an oscillating valve, the combination of the rock-shaft R, the valve V, the independcut face 0, the spring L, and the bands Q, sub;

stantially as shown and described.

\VILLIAM FARR GOODXVIN.v

Vitnesses AYERS D. INSLEE, JAMES H. VAN CLEEF. 

